Amphibious surfboat



' 1936 M. E. HOWE AMPHIBIOUS SURFBOAT Filed March 21, 1955 4 Sheets-Sheet l MYRON .E.HOWE

INVENTOK 4 ORA/E) Aug. 4, 1936. M, E, HOWE 2,049,702

AMPHIBIOUS SURFBOAT Filed March 21, 1955 4 Sheets-Sheet 2 MYRON E. HOWE INVENTOR Y A ORNEY Aug. 1936- ,M. E. HOWE AMPHIBIOUS SURFBOAT Filed March 21, 1935 4 Sheets-Sheet 3 gaw ww E 9 a,

MYRON E. Howz INVENTOR Aug. 1936- M. E. HOWE 2,049,702

AMPHIBIOUS SURFBOAT 4 Sheets-Sheet 4 Filed March 21, 1935 MYEO/V E. How:

. INVENTOR Patented Aug. 4, 1936 A 2,049,702.

rs rates ATENT Pr s AMPH BIOUS SUBFBOAT Myron Emmett Howe, Portland, Oreg. Application March 21, 1935, Serial No.- 12,249 3 Claims. (o1.115-1) My invention is comprised primarily of a cenelficiency was obtained from the screw propellers tral hull having any suitable power plant disordinarily used. By using my propelling screws posed therein. Power is delivered from the in the bottom of the flat boat a larger blade prime mover to a pair of supporting driving surface is obtained; thus greater emciency is 5 wheels that are disposed at the front end of the obtained in the propulsion of the boat. This 5' hull when the boat is being used as a land craft. also permits the propelling of the craft in ex- Power for driving the boat as a water craft is 'tremely shallow water even in surf waters addelivered to screw propellers mounted upon jacent the shore line of the sea to thereby proshafts that are disposed longitudinally of and duce a craft that may be successfully used in adjacent the bottom of the hull. The screw prothe saving of life along the shore.

pellers are arranged parallel with each other A further object of my invention consists in and are mounted upon shafts that are placed so constructing the craft that steering facilities within tunnels so that the outer edge of the are provided even when the craft is being proscrew propellers do not extend below the normal pelled in foamy water in the surf along the shore.

bottom line of the hull. The hull is of the flat And a still further object of my invention 15 bottom type which enables the craft to navigate consists in providing a dual steering apparatus broadside in the surf because it will skid ahead to be used either on land or in the water. of the breakers and keep it from capsizing. With these and incidental objects in View, the

A steering and supporting wheel is removably invention consists in certain novel features of 0 secured to the stern of the primaryhull. When construction and combination of parts, the es the vehicle is being used as a land craft it is sential elements of which are set forth in the i supported between the front wheels arranged at appended claims, and a preferred form of emthe forward end of .the hull and upon the steerbodiment of which is hereinafter shown with ing Wheel disposed at the stern of the hull. All reference to the drawings which accompany and the wheels are removably secured to the primary form a part of this specification. 25 central hull and the hull is made sufficiently In the drawings: strong and rigid to prevent the sagging of the Fig. 1 is a side view of my new and improved same when it is mounted upon the respective craft illustrating the same as being supported wheels. The bottom of the central hull is fiat. upon the wheels disposed at the front and at The primary purpose in making the bottom fiat the stern of the craft, and having the side 30 is to give it greater stability when being operstabilizers in place and position.

ated'in shore breakers and to also maintain the Fig. 2 is aplan iew of the craft illustrated in same in upright position when being run through Fig. 1. V I the surf. Fig. 3 is a stern View looking forward of the The stabilizing pontoons that are arranged in assembled craft in which a part of the steering spaced relation with the central hull may be whee l assembly is shown in section. used as fuel tanks when the craft is to be used Fig. 4 is afragmentary sectional plan view of on extensive cruises. This added fuel capacity the steering wheel housing and support. This greatly increases the cruising radius of the craft. view is taken on line 4-4 of Fig. 3, looking in 40 An object of my invention is to provide a craft the direction indicated. 40

that may be used as a water borne craft in shal- Fig. 5 is a fragmentary perspective end view low water and to provide one that may carry of the propeller tunnel housing. sufficient fuel to permit extensive cruising. Fig. 6 is a fragmentary sectional plan view of A further object of my invention consistsin the craft showing the front supporting wheels so constructing the craft that it may be used and illustrating the motive drive for the craft. 45 with equal facility-as a water craft or as a, land In this View is also shown the connecting drive craft. disposed between the front axle and the propeller And a still further object of my invention conshafts disposed at each side and extending longisists in so constructing the craft that it may be tudinally of the hull.

propelled in the surf and where a propelling Figy'l is a sectional side view of the propeller efficiency may be secured in the surf waters that tunnel housing and bearing for the propeller are largely filled with air bubbles. shaft, the propeller being shown in full side view.

Heretofore in craft used as surf boats, the This view is taken on line of Fig. 3, looking specific gravity of the water being so light, owin the direction indicated. 7 V ing to air bubbles contained therein, but little Fig. 8 is a fragmentary sectional side view of 55 the outer bearing and hub of the front axle. This View is taken on line 8-8 of Fig. 6, looking in the direction indicated.

Fig. 9 is a fragmentary sectional end view of the hull and an end view partially in section of the stabilizer pontoon that is spaced apart from the hull and illustrates one of the front wheels disposed within the space provided between the stabilizing pontoons and the hull. This view is taken on line 9-9 of Fig. 2, looking in the direction indicated.

Fig. 10 is a front view of the brake control lever assembly and illustrates the same as being secured to a pair of hydraulic or pneumatic cylinders.

Fig. 11 is a side view of the brake control lever assembly. This view is taken on line II-II of Fig. 10, looking in the direction indicated.

Like reference characters refer to like parts throughout the several views.

My present invention is comprised primarily of a central hull I. The central hull I is comprised of a forward cabin 2 and a cock-pit 3. The cabin 2 is an enclosed cabin having windows 4 disposed therein adjacent the top of the cabin. Access is had to the enclosed cabin through any suitable door 5. A relatively large transparent covered opening 6 is disposed in the forward end of the cabin through which the course of the vessel may be observed. The side walls I of the central hull are preferably made of a single sheet of any suitable material as metal or plywood. The bottom 8 of the hull has a substantially flat major surface area and has a slightly up-turned bow 9. Stabilizer pontoons I0 and II are disposed at each side of the hull and extend for the major portion of the length of the central hull I. These pontoons are normally spaced apart from the central hull and are secured thereto by suitable brackets and braces. Deck covers I2 and I3 extend from the central hull to the outer surface of each of the pontoons. Relatively large U-shaped rigidly fabricated members I4 are spaced along each side of and secured to the hull I and the pontoons I0 and II are secured to the U-shaped members. Reinforcing brackets I5 and I5A reinforce the U-shaped members I4.

Suitable fastenings as bolts I! and I8 extend through the legs of the bracket I5 and secure them to the body of the pontoon and to the side Wall of the primary hull I.

An axle housing I9 is positioned adjacent the bottom of the primary hull and power is delivered to the axle shafts 23 and 24 from a driving shaft 20 that is connected with any suitable prime mover. 7

Hubs 2I and 22 are secured to the inside of the side walls I of the primary hull and stub axles 21 and 28 are disposed through the hubs 2I and 22 respectively. Splined sleeves 25 and 26 secure together the stub shafts 21 and 28 and the axles 23 and 24 respectively, and inner hubs 3I and 3IA- are disposed within the hubs 2I and 22 respectively and the bore of the inner hubs is adapted to intimately engage the tapered ends of the stub axles while the outer periphery of the inner hubs intimately engages with the bores of the hubs 2I and 22. The construction of this assembly is best illustrated in Fig. 8. Pairs of brackets 29 and 3|] are secured to the flange of the inner hubs 3I and 3IA as by stud bolts 34 and. thewheels 32 and 33 are in turn secured to the pairs of brackets 29 and 30 respectively.

When it is found necessary or desirable to remove the supporting wheels 32 and 33 from the driving shafts the pairs of brackets 29 and 30 are removed from the flange of the inner hubs 3I and 35A by the removal of the studs 34. This permits a removal of the wheel assembly leaving the stub axles substantially flush with the sides of the boat. A cover plate may then be placed thereover and be secured thereto to completely cover the outer end 35 of the respective stub shafts. Water-tight relationship is maintained about the stub shafts 2? and 28 by forming a stufi'ing box about the respective stub shafts at the hub. This is comprised primarily of a gland nut 35 that is threadedly or otherwise secured to the hub and by the placing of any suitable packing 3! about the respective stub shafts. A fluid tight working relationship is maintained therebetween by the adjusting of the gland nut 36.

Use of the craft solely as a motor boat may be accomplished by removal of the wheels and stabilizing pontoons Ill and H. Removal of the pontoons is accomplished by the removal of the fastening bolts I 2 and 38, illustrated in Fig. 9, that extend through the respective U-shaped brackets I4, to thereby permit the free removal of the stabilizing pontoons from the central hull I. The plugging of the holes through which the fastening bolts are passed is made after the removal of the stabilizing pontoons. One or more steering wheels 39 may be disposed at the stern of the central hull and are directly secured to a supporting structure that is removably secured to the stern of the central hull I. The supporting structure is comprised of plate members 4| and 42 that are secured, as by bolts 33, to a plate member 43 which in turn is secured to the stern of the hull I. A cross member l5, having a cylinder it formed integrally therewith and extending upwardly therefrom, is secured between the plate members 4| and 42. A second cross member Tl, comprising a pair of spaced plates l8 and i9, is also secured between the plate members 4| and 42. A flange 83 is provided at the top of the cylinder I5 and the cylinder I6 is secured to the cross member H by placing bolts 8I through they flange 83 and the plate 18.

The steering wheel 39 is suitably journaled within a bifurcated member 82. A supporting shaft 83 upwardly extends from the bifurcated member 82 and is journaled with bearings 84 and 85 that are disposed within the cylinder 73. A resilient member as a spring 86 is disposed about the shaft 33 and between the bearings 84 and 85. The upper end of the shaft 83 terminates in an elongated square portion 8?. The square portion 87 extends through the plates I8 and 19 of the support, 11 and also extends through the tiller 88 which is disposed between the plates l8 and I9. This construction enables the spring 86 to act as a shock absorber since the bearing 84 is free to move longitudinally of the cylinder 16 and the shaft is free to move through the fixed bearing 35 and the square portion Bl is free to move through the tiller 88 and the plates I8 and I9. A nut 83 placed on-the end of the shaft 81 prevents disengagement of the steering wheel assembly from its supporting structure.

A pair of pressure cylinders 98 and 9! are secured to the back plate 383A and a piston 92 is disposed within each cylinder. A rod 93 is secured to each of the pistons and a clamp 94 is secured to the rod 93 midway between the pistons 92. The tiller 88 is slidably and rotably secured to the clamp 94.

When it is desired to turn the steering wheel 39,'fluid pressure is applied to one of the pistons 92 through conduits 95 and 96 leading from any suitable source of supply and control, not here shown, and longitudinal movement is imparted to the rod 93 which in turn imparts a rotary movement to the tiller 88 and Wheel 39.

To secure suitable driving and steering for the speed boat when "the same is to be operated in particularly shallow water, I provide tunnels 44 and 45 at each side of the" underside of the primary hull I. These tunnels are open at the bottom and at the back end. Shafts 46 and 41 are disposed through hubs 56 that are secured to the end wall of the tunnels 44 and 45 respectively. Shafts 52 and 53 are journaled within suitable bearings and have pinions 48 and 49 respectively disposed upon their one end. These pinions coact with and are driven by bevel gears 59 and 5| respectively that are mounted upon the axle shafts 23 and 24 respectively. A clutch 54 is disposed between the shafts 46 and 52 and a clutch 55 is disposed between the shafts 4'! and 53. The shafts 46 and 41 are journaled relative to the tunnel housing by suitable bearings 51 disposed within the hubs 56. Screw propellers 58 and 59 are mounted upon the respective shafts 46 and 41. The diameter of the screw propellers 58 and 59 is such that they will not extend below the flat bottom of the central hull I. When the central hull I has wheels mounted thereupon and the same is to be used as a land vehicle the clutches 52 and 53 are manipulated to thereby prevent the rotation of the screw propellers.

To prevent water entering the hull through the inner hubs 56 gland nuts 66 are secured to the inner end of the hub and a stuffing box is made thereby with suitable packing 6| being disposed about the respective shafts 46 and 41. The tunnel housing may be secured to the hull as by screws or bolts 44A. I

While I have shown but one pair of tunnel housings and but one pair of screw propellers disposed upon the underside of the primary hull l, I do not wish to be limited to a single pair of screw propellers as a plurality of screw. propellers might be placed in spaced relation along the shaft to thereby develop the full operating efficiency of the screws. This is fundamentally important in surf boats, as the surf is largely made up of foam which lessens the specific gravity of the medium in which the surf boat is to operate and the propelling efiiciency of the single screw is largely ineffective for that reason. Providing a plurality of spaced propellers upon each of the shafts that extend longitudinally of the underside of the craft greatly affects the rapid mobility of the craft when being operated in the surf.

When the wheels are removed and the craft is to be used as a water borne craft the clutches are again actuated and power is then applied to the screws 58 and 59. The under water bearings 5'! are made of a suitable material to permit the long and useful life of the same by providing antifriction blocks disposed therein that are properly protected with suitable lubricant holding housings.

The steering of the hull may be accomplished by placing brake drums 62 and 63 upon the respective shafts 23 and 24 and suitable brake bands 64 and 65 are placed within the respective drums 62 and 63. These brake bands and drums may be of the conventional hydraulic or friction type commonly used inautomotive vehicle construction.

IIn Fig.'10.is shown the brake control mechanism. It is comprised of a control handle 64 having a socket 65 disposed at one end. The socket 65 engages a ball 66 that may be supported in any desired manner within the driving compartment of the hull. Arms 67 and 68, having right angle bends, extend from each side of the socket 65 andterminate in sockets 69 and 19 respectively A pair of hydraulic brake cylinders H and-12 is provided, one for each of the brakes 62 and 63, shown in Fig. 6, and suitable piping connections are provided to connect the respective cylinders with the brakes. Connecting links 13 and 14, each having a ball on one end to engage within the sockets 69 and 19 respectively and each having a socket disposed at the opposite end to form a ball and socket joint with the piston rod of the hydraulic cylinder.

It will be seen from the foregoing description that as the brake handle 64 is actuated to the left the hydraulic cylinder 12 will cause pressure to be applied to the brake 62. When the brake handle is actuated to the right, the brake 63 will be applied; When the brake handle is actuated toward the operator or in the direction indicated by the arrow in Fig. 11, both brakes 62 and 63 will be applied.

When in water, and the clutches 54 and 55 are engaged, and the brakes are applied to one of the propellors, the craft will turn.

While the form of mechanism herein shown and described is admirably adapted to fulfill the objects primarily stated, it is to be understood that it is not intended to confine the invention to the embodiment herein shown and described, as it is susceptible of embodiment in various forms, all coming within the scope of the claims which follow.

What I claim is:

1. An amphibious craft comprising a fiat bottom hull having sides perpendicular to the bottom; stabilizing pontoons removably secured to the sides of the hull; power transmission means disposed within the hull and adjacent the front; wheels secured to either side of the boat and operatively connected to the transmission means; propeller shafts operatively connected to the transmission means; screw propellers secured to the outer ends of the propeller shafts; clutches disposed in the propeller shaft line; housing members set within the bottom of the boat for housing the propellers; brake mechanisms associated with the axles of the transmission means; means for controlling the brake mechanisms; a steering wheel mounted at the rear of the hull; shock absorbing means disposed within the wheel mounting and hydraulic means associated with v the steering wheel for steering the craft.

2. In a device of the class described, the combination of a primary flat bottomed hull having sides perpendicular to the bottom, stabilizing pontoons removably secured to the sides of the hull, supporting and propelling wheels removably disposed at opposite sides and adjacent the front end of the hull, a common driving actuator for each of the supporting'and propelling Wheels, a pair of shafts disposed longitudinally of the primary hull and operatively connected 'to the driving means, screw propellers disposed upon each of the shafts, an independently operated clutch disposed in each propeller shaft line, hydraulic brake mechanisms associated with the axles of the driving means, and means for individually controllingthe brake mechanisms.

3. An amphibious craft comprising a fiat bottom hull having sides perpendicular to the bottom; stabilizing pontoons removably secured to the sides of the hull and spaced apart therefrom; power transmission means disposed within the hull and adjacent the front; wheels detachably secured to either side of the boat adjacent the front and operatively connected to the transmission means; propeller shafts operatively connected to the transmission means; screw propellers secured to the outer ends of the propeller 10 shafts; clutches disposed in the propeller shaft lines; housing members set within the bottom of the boat for housing the propellers; brake mechanisms associated with the axles of the transmission means; means for operating the brake mechanisms independently and simultaneously for steering the craft andrbraking the craft respectively; a trailing wheel mounted at the rear of the hull; and shock absorbing means disposed within the wheel mounting.

MYRON EMMETT HOWE. 10 

